Brake rigging



Aug., 12,l 1930.- J. w. FQYLE 1,772,94l

BRAKE mesme Filed May 31, '1928 3 sheets-sheet 1 Il. lul-.lllllllllll A @w mw N1 m1.. QN

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BRAKE R-IGGINQ Filed May 51, 1928 5 Sheets-Sheet 2 y venn 125727Z W- Aug. 12, 1930. .1. w. FOYLE 1,772,941

vBRAKE RIGGING Filed May. 31, 1928 3 Sheets-Sheet 3 Patented Aug. 12, 1930 UNITED STATES PATENT OFFICE Jenn w. Fenna, @KANSAS -oIrY, MISSOURI, .essIoNon no ,Guerin-,Bacon MANU- neeronnm co., on muses CITY, MISSOURI., A oonronnnron on MIseoUnI BRAKE Broome Application filed May 31,-

My invention relates, more particularly, to bralzefrigging for railway cars involving mechanism kby which lthe slack bet-,Ween the brakesmeehanism ,and the actuating element therefor, as for. example, and Amore particu-- larly, a manually operable element, may be quickly taken up and thereafter sufficient powerexerted by the actuating, element to,

Y produce a degree ofv pressure of .thebralie 1 9 shoeszagainst "the Wheels necessary and desirable to e-ect proper .setting ofthe brakes.

One of my objects-,is to V.provide a novel, simple, inexpensive and positively operating mechanism for .accomplishing the ,purposes 1 5 .stated vwhich may. be incorporated in brake rigging ,operated .manually only, or brakerigging .operated ,seleetivelyither by power, asfforexample oompressedair, or manually.

Anotherobjeet is to provide againstsuoh 2,0 accumulation of ice or rust on the mechanism by which thequicktake-.up of the slaek is eeetedand the desired leverage for setting the brakefactuating element is exerted, Vas Willprevent, or impair, the proper function:

e '2.5 lng lof the/mechanism, .and other .objects .as

Willbe manifest Afrom" the follorvingdescription. lleferring to the accompanying drawln 's A I 80 igure 1 isa plan viewfof certain portions of an air' brake mechanism of a Well known form Vshowing vmy improvement incorporated therewith, the underframe of the ear, one end only being shown, being'represented by dotted lines. Figure 2 a `View in side elevationlof the structureshown iii-Fig, 1. p Figure, 3 is a Vievvin side elevation of the mechanism by Which the slack is taken up andthe desired leverage exerted against the brake-@Quoting elemendfthe Clip for supporting therneohanieni being Shown in Seeton. .y

Figuren isa plan' view' of the' strnotune Showll Fg Y i Figure 5 Yis a longitudinel` eeetion teken'a the irregular line effe enFigf eend viewed inthe dreotionot-theerrowa Figure 6 is a section takonnttheline 6 192s. serial 110,231,692.

Figure 7,1@ Section taken et the line 7 on Fig. 5 and viewed `in the direction of the arrow. i Y

l have. illustrated myinvention as. einbodied in compressed air operated brake rigging, of a Well known construction, and involving a compressedair-operated Cylinder 1,0 mounted on the nnderfrem'e l1, ofthe car and oontaining e. Pieton (not Shown) rigidly oonnejetedwith the, push rod12 eonneoted with an arrangement of levers and rods whereby the movement off the push rod l2 in one direction Sets -thebrakee and its move nient in theopposite direction releases them. -Qne of thelevers of the arrangement 1Te terred to is represented at 13, it being pivotally connected at a Pin le with the outer end of the push rod'l2 and also pivotelly oonneoted at 1.5 and 1,6 with rode 17 end 18 respeetively, the rod 17 eonneoting with the brakes at one end of; the andthe rod 18 tothe mechanism -or l,Setting the brakes at the otherend ofthe oar-'fit being' understood that Whentlie lever 13 reeks-in r counteieloekWiee direotionin lig.V l andthe push rod .l2 moves to thelriglit this-figure the brakes will be set,

The arrangement shown comprises e vertionl brake Stati. 1,9 rotatably Supported at an end of the oar and equipped at its upper end, ,in ,.aoeordenee with, eonnnon preetioe, With a manually operable element (not shown), osier exemple a hond. Wheellnteiposed between the air-operated meehanismabove described and the brake-stall 19 is my .improved mechanism which, in accordance with the preferred illustrated embodinient oi my invention comprises a sheave 20 rotatably nionnted on, n ienlnalling pin 21, shown as a bolt, with a tube 21a forming a rollerinterposed,therebetween, the pin 21 beingfeeenred in theevertieel Sideportons 22 .of yoke23 one Side Portion of .Wliieh is shown as provided With a horizontal plate,- eoitension 2e underlying, and rigidly secured to7 theeenter sill25oi the oar nnderreme llg Y `Enteriding around the Sheave 20 iS a .flenible elementshown een .Chain 26, atteeliedet one end to the sheave, as through the medium of a bolt 27 carried by the sheave and extending through the terminal link of the chain, the other end of this chain being rigidly connected with the brake stati' 19, as represented at 28, thel arrangement of the parts just described being such that when the brake-stati' is rotated in clockwise direction in Fig. 1 the chain will be wound upon the brake-staff and unwound from the sheave 2O thereby rotating the latter in clockwise direction in Figs. 2, 3 and 5.

The hub portion 29 of the sheave 2O is provided at opposite sides with segmental pinions 31 and 32 concentric with the shaft 21,

the sheave 2O being provided substantially coincident with the bottom of the groove 33 in the periphery of the sheave 20, with axj ially aligned proj ections'34 and 35 which project from opposite faces of the sheave.

Cooperating with the sheave wheel 2O is a member 36 shown as in the form of a hollow frame casting containing in its opposite frame sides 37 longitudinally extending slots 38 into which the ends of the tube 21*l extend, this frame being adapted for lengthwise movement in a vdirection crosswise of the shaft 21.

The opposite end of the member 36 is adapted for connection and support by the compressed-air-operated mechanism of the brake rigging, the connection shown being at the pivoting pin 14 which extends through the vertically spaced arms 36a at this end of the member 36. The opposed frame sides 37, on their inner surfaces, are provided with downwardly opening pockets 40 and 41, `respectively, each presenting s aced wall portions 42 and 43. These poc ets are formed in upwardly projecting'extensions 44 and 45 of the frame sides 37 and are so positioned as shown that when the braking mechanism is out of opertive position and the member 36 occupies the position shown in the drawings, the pockets 40 and 41 are positioned in advance of the shaft 21, the lower portions of the walls 42 of the pockets being curved as represented at 46, for the purpose hereinafter stated. Y rlhe side members 37 of the frame 36 are provided with rack `portions 47 and 48 extending longitudinally of these members.

The projections 34 and 35 are adapted for cooperation with the pocket portions, respectively, of the `member 36 and the segmental pinions for cooperation with the racks 47 and 48.

The operation of the mechanism is as follows: Assuming that the parts of the mechanism are in the position shown in the drawings, in which position the brakes controlled thereby are released, rotation of the brakestaff 19 in clockwise direction in Fig. 1 rotates the sheave 2O and consequently the projections 34 and 35 and mutilated pinions 31 and 32 in clockwise direction in Figs. 2, 3 and 5. In this normal, brake-released, position of the parts, the projections 34 and 35 extend part way into the pockets 40 and 41, respectively, and therefore when the staif 19 is rotated as stated, the member 36 is shifted to the right in Figs. 1 to 5, inclusive, thereby actuating the brake rigging connected therewith to take up the slack therein. As the proj ections 34 and 35 move out of the pockets 4C' and 41, in the continued rotation of the brakesta 19 and the sheave 20, the mutilated gears 31 and 32 move into mesh with the racks 47 and 48, respectively, so that the remainder of the movement of the member 36 and the brake rigging connected therewith, is effected through this pinion drive, in which operation the brakes are moved to set condition.

inasmuch as the projections 34 and 35 are positioned radially` outwardly from the shaft 21 a greater distance than the teeth on the segmental pinions 31 and 32, the engagement of the projections 34 and 35 with the member 36 being in effect a crank engagement, the member 36 and the brake rigging parts connected therewith are actuated from the brakestaffA 19 initially at a greater speed and with the exertion of less leverage than during their operation by the engagement of the pinions 31 and 32 with the racks 47 and 48. Thus the operator in manually operating the brakestai' 19 may quickly take up the slack which exists in the brake rigging and the take-up of which does not require much power, and immediately thereafter, by the engagement of the pinions with the racks, apply the pressure necessary to properly set the brakes.

It is necessary ina construction of this character to provide against any possible locking ofl themechanism in the shifting from low leverage application of power to the member 36 to high leverage application, and vice versa, and this is accomplished in the present construction by driving the member 36 with low leverage application of power thereto for taking up the slack, by means of the mechanism described operating as a crank and relieving the surfaces as above described and indicated at 46.

In this connection it will be noted that the pinions engage thev racks just before' the projections 34 and 35 move out of the pockets and as the speed of rotation of the sheave 20 accelerates upon the engagement of the pinions with the racks, the projections referred to move out of the pockets without fouling.

It will be noted thatv the member 36 is supported at one end by the compressedair-'operated mechanism and therefore avoids the necessity of providing means solely for the support of themember 36 at this end thereof, as would be necessary were the connection between the member 36 and the brake rigging such as not to provide a 'support for this member.

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It will also be noted that the member 36 and the sheave 20, by being directly connected With the compressed-air-actuatd brake rigging, are operated each time the brakes are set by the application of air pressure. This is desirable as the frequent rela.- tive movements of these parts and the chain` about the sheave, prevent such accumulations of ice or rust as Would render the operation of the hand-operated mechanism difficult, if not impossible.

It Will be understood that the principle of operation underlying the illustrated embodiment of my invention may be carried out in a mechanism in Which the crank drive and the pinion driveof the member 36 is eected by single elements, as distinguished from the pairs of projections 34 and 35 and pinions 31 and 32, these parts being provided in pairs and arranged as shown inasmuch as thereby the forces applied in the operation of the mechanism aresubstantially balanced and this is preferred as the structure may thereby be made lighter and Without danger of impairment of the operating parts.

While I have illustrated and described a particular construction embodying my invention, I do not Wish to be understood as intending to limit it thereto, as the same may be variously modified and altered Without departing from the spirit of my invention.

lfVhat I claim as new, and desire to secure by Letters Patent, is:

l. In combination, an operating element, a shiftable member, a rotatable member having a xed axis of rotation, means actuated by said element for rotating said rotatable member, and means actuated by said rotatable member for actuating said shiftable member comprising a crank-device driven by said rotatable member and operatively engaging said shiftable member in the initial rotation of said rotatable member for moving said shiftable member at a relatively great speed and means operated in the continued rotation of said rotatable member and exerting increased leverage against said shiftable member and moving the latter at a relatively slow speed.y

2. In combination, an operating element, a shiftable member, a rotatable member having a fixed axis of rotation, means actuatedv by said element for rotating said rotatable member, and means actuated by said rotatable member for actuating said shiftable member comprising a crank-device driven by said rotatable member and operatively engaging said shiftable member in the initial rotation of said rotatable member for moving said shitable member at a relatively great speed and rack and pinion mechanism operated in the continued rotation of said rotatable member and exerting increased leverage against said shiftable member and moving the latter at a relatively slow speed.

3. In combination, an operating element, a shitable member, a rotatable member having a fixed axis of rotation, means actuated by said element for rotating said rotatable member and comprising a flexible element Wound upon the periphery of said rotatable member, means actuated by said rotatable member for actuating said shiftable member comprising a crank driven by said rotatable member and operatively engaging said shiftable member in the initial rotation of said rotatable member, and means operated in the continued rotation of said rotatable member and exerting increased leverage against said shiftable member and moving the latter at a relatively slow speed, said crank engaging said shiftable member closely adjacent the portion of said rotatable member against which said flexible element bears and operating to move said shiftable member at a relatively great speed.

JOHN W. FOYLE. 

